JP3579725B2 - Shift control method for upshift of automatic transmission for vehicle - Google Patents

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a shift control method for an upshift of a vehicular automatic transmission, and more specifically, suppresses the occurrence of blow-up (Blow-Up) in an upshift speed change process by comprehensive control with an engine to reduce blow-up. The present invention relates to a shift control method at the time of an upshift of an automatic transmission in which up learning is stabilized and an excessive blow-up learning value is reduced to an appropriate level to improve shift feeling and durability.
[0002]
[Prior art]
In general, for example, in an automatic transmission applied to an automobile, a shift control device controls a number of solenoid valves to control oil pressure in accordance with a traveling speed of the automobile, an opening ratio of a throttle valve, and various detection conditions. In this case, the shift gear of the target shift stage is operated so that the shift is automatically performed.
That is, when the driver changes the lane of the select lever to a desired shift speed, manual ballast conversion is performed, and the hydraulic pressure supplied from the oil pump is changed by the duty control of the solenoid valve to various types of shift gear mechanisms. An actuating element is selectively actuated to effect a shift.
[0003]
An automatic transmission operated according to such an operation principle includes a friction element that is deactivated from an activated state and a friction element that is converted from an released state to an activated state when a shift is performed at each target gear. However, since the shift performance of the automatic transmission is determined according to the timing of releasing the operation of the friction elements and the timing of starting the operation, the shift control method for improving the lower shift performance has been developed. Research is being actively pursued.
[0004]
In view of the technical background of the present invention in consideration of the above points, the shift control of the automatic transmission includes an upshift shift control in which shifts are sequentially performed from the first forward speed to the fourth speed in accordance with the traveling state of the vehicle; Downshift control in which shifting is performed sequentially from fourth forward speed to first speed and down-skip shifting control in which downshifting is performed from fourth speed to second speed and third speed to first speed are performed.
[0005]
In the above-described shift control process, when an upshift is performed in the power-on state according to the present invention, conventionally, hydraulic control and pre-fill (PRE-FILL) time increase / decrease are performed to increase run-up and shift feeling. I had achieved my goal.
[0006]
That is, when the blow-up occurs, the initial hydraulic pressure control duty is learned and corrected in order to improve the shift feeling, and control is performed by a method of increasing the next hydraulic pressure.
[0007]
[Problems to be solved by the invention]
In the control method as described above, learning is performed when blow-up occurs, but learning is not performed in proportion to the amount of blow-up, and control is performed only by learning of blow-up. Until the learning value is converged, there is a problem that the blow-up phenomenon has to be continuously continued.
[0008]
Furthermore, since there is no tie-up determination method, when blow-up learning progresses excessively, there is no way to reduce the excessive learning value, so it is necessary to be content with continuation of a certain tie-up impact. Of course, there is a problem that the durability of the automatic transmission is reduced due to the impact.
As an object of the present invention, the present invention has been made to solve the above-mentioned various problems, and an object of the present invention is to suppress occurrence of blow-up in an upshift speed change process by comprehensive control with an engine. To provide a shift control method at the time of an upshift of an automatic transmission for improving the shift feeling and durability by stabilizing blow-up learning and reducing an excessive blow-up learning value to an appropriate level. It is in.
[0009]
[Means for Solving the Problems]
In order to achieve the above object, when a shift command for an upshift is issued during traveling of the vehicle, it is determined whether the blow-up amount is equal to or greater than a predetermined value. Learning control proportional to the blow-up amount is performed, and if the blow-up amount is determined to be equal to or less than a predetermined value, the tie-up is determined and the tie-up is performed so that the excessively corrected blow-up learning value is reduced to an appropriate level. A shift control method at the time of an upshift of an automatic transmission for a vehicle in which a learning control is performed, wherein the tie-up learning control includes a holding time from a time when a shift control command is issued to a time when a physical shift is performed. Is determined by determining whether is less than or equal to a set value.
[0010]
BEST MODE FOR CARRYING OUT THE INVENTION
Hereinafter, an embodiment according to the present invention will be described in detail with reference to the drawings.
FIG. 1 is a block diagram of a general control system for operating the present invention. The current vehicle operation state is input to an ECU (20) from various sensors forming an engine control sensor (10). Then, the ECU (20) collates and determines these information with previously input data, and controls the engine control drive unit (30) to control the engine in an optimal state.
[0011]
At the same time, the ECU (20) sends information to a transmission control unit (40, hereinafter referred to as TCU) so that the gear shift control is performed if there is information necessary for gear shift control. The information transmitted from the transmission control unit 20) and the information input from the transmission control sensing unit (50) are collated and determined with the previously input data, and the transmission control driving unit (60) is controlled to perform optimal transmission control. What you do.
In the above description, the engine control sensing unit (10) is, as is well known, a vehicle speed sensor, a crank angle sensor, an engine speed sensor, a coolant temperature sensor, a turbine speed sensor, a throttle position sensor, and the like. The shift control sensor (50) provides information necessary for shift control, such as a speed sensor on the input and output sides, an oil temperature sensor, an inhibitor switch, and a brake switch. Means a sensor that performs
[0012]
Further, the engine control drive unit (30) means all the drive units for controlling the engine, and the shift control drive unit (60) means all the solenoid valves applied to the hydraulic control means of the automatic transmission. Is what you do.
[0013]
There are various means for transmitting information from the ECU (20) to the TCU (40). One example is CAN communication.
[0014]
In the CAN communication, data is multiplexed through a CAN bus line, and all necessary information can be exchanged with each controller. When a controller needs additional information, hardware can be used. It is possible to respond only by changing the software without changing the software.
[0015]
In such a control system, in controlling the engagement and disengagement of the friction element in the hydraulic control system, it is most ideal that the shift is performed while the rotation speed of the turbine is gradually changed.
[0016]
FIG. 2 is a duty pattern diagram in which the shift control according to the present invention can be visually observed. When a shift command is issued to an upper shift stage at a predetermined low shift stage (SS), the operation elements are shifted. After the hydraulic duty has dropped to a predetermined value, the duty control is performed at a constant inclination.
[0017]
Then, since a blow-up in which the rotation speed (Nt) of the turbine rises to a certain amount has occurred, the speed gradually decreases as the shift progresses. At this time, when the blow-up amount becomes 30 rpm, In order to eliminate the blow-up phenomenon, after the solenoid valve duty rises to a predetermined value (10%), the solenoid valve duty gradually falls at a constant gradient, and the torque of the engine is also controlled to be reduced by the blow-up phenomenon. (Section A).
[0018]
The control for the section A is for eliminating the blow-up phenomenon. At the time when the blow-up phenomenon ends through the control (SB, the time when the mechanical shift is started), the blow-up amount of the hydraulic duty is 30 rpm. While the duty value rises sharply to the current duty value, it gradually rises at a constant slope. At this time, the engine torque is reduced (B section) while the reduction control is performed similarly to the general control. proceed.
[0019]
In the speed change control process as described above, when the speed of the turbine drops to the target speed, the speed change control is completed (SF), the hydraulic duty continues for a certain time (C), and then completely returns to the initial state. This completes the mechanical shifting. (SE).
[0020]
Referring to FIGS. 3 to 6 for the operation flow for performing the above-described shift, when a shift command for an upshift is issued (S100), it is determined whether the blow-up amount is 30 rpm or more. (S110).
If it is determined in step S110 that the blow-up amount is equal to or more than 30 rpm, first, duty control and engine torque reduction control for preventing an increase in hydraulic pressure, and blow-up learning control proportional to the blow-up amount are performed. (S120).
[0021]
Further, if it is determined in step S110 that the blow-up amount is equal to or less than 30 rpm, a section A in FIG. 2, that is, a point (SB) at which a physical shift starts at the time (SS) at which a shift control command is issued. It is determined whether or not the holding time up to is equal to or less than the set value (S130).
[0022]
If it is determined in step S130 that the holding time of section A is shorter than the set value, tie-up learning is performed (S140), and if it is determined in step S130 that the holding time of section A is longer than the set value. Returning while normal control is being performed (S150).
[0023]
In step S110, the hydraulic pressure increase duty control is performed with the duty in the section A of FIG. 2, and the control for reducing the engine torque is performed in proportion to the blow-up amount as shown in FIG. Become.
[0024]
In FIG. 4, the reduction rate of the engine torque is determined by the two variables, that is, the blow-up and the turbine torque amount. However, when the two variables are used as described above, only one variable, that is, the blow-up amount is used. Even better results can be obtained than those used. At this time,% is used as the unit of the turn torque, but this is determined by setting a reference value in an electronically controlled suspension (EMS) of a vehicle and expressing the ratio in accordance with the reference value. Therefore, the unit is used as it is, and the present invention is not limited to this. Any unit may be used as long as the turbine torque value can be expressed.
[0025]
FIG. 4 shows that when the value determined by the blow-up and turbine torque (not shown) is 0%, the torque is reduced to the maximum, and when the value is 100%, the torque is not corrected. As described above, the control is performed by delaying the ignition timing by the integrated control of the engine.
[0026]
Further, it is needless to say that the numbers shown in FIG. 4 are not limited thereto, and may vary depending on the applied vehicle type and the characteristics of the transmission.
[0027]
Further, in the learning control proportional to the blow-up amount, as shown in FIG. 5, a learning value, that is, a pressurization correction value of the initial duty is determined according to the blow-up amount generated from SS to SB in FIG. It is.
[0028]
That is, when the blow-up amount is 30 rpm, the learning value is 0 (zero), and when the blow-up amount is more than 30 rpm, the learning value increases according to the amount. In the learning for the tie-up in step S140, a time (T1) from SS to SB in FIG. 2 is measured, and a learning value, that is, a pressure reduction correction value of the initial duty is determined based on the time. That is, when the reference time is 300 msec, the learning value is 0 (zero), and as the time becomes shorter, the learning value increases in the “ negative direction (−)”.
[0029]
Further, the blow-up map in the above such control processes or tie-up, is determined, as described below, there than the initial oil pressure during the next shifting learning is performed, the final output value Pr, When Pr0 is a basic map value, α is a blow-up learning value, and β is a tie-up learning value, the final output value Pr is obtained as “Pr = Pr0 + α + β”.
[0030]
According to the present invention based on the shift control method as described above, first, when a blow-up occurs before the SB point during an upshift, the increase in turbine speed is suppressed by immediately increasing the hydraulic pressure, thereby increasing the blow-up. Then, the subsequent hydraulic pressure is learned in proportion to the amount of generation.
[0031]
Second, while the blow-up is in progress, the torque of the engine is reduced to reduce the time required for the blow-up to proceed.
Third, if the time from the SS point to the SB point is too short in a state where no blow-up occurs, this is regarded as a tie-up, and learning control is performed so that the hydraulic pressure can be lowered afterward, thereby shifting the gear. The stability of the feeling and the durability are increased.
[0032]
【The invention's effect】
As described above, according to the present invention, the overall control of the engine, ensures stable blow over up learning to suppress blow-up (Blow-Up) generated in the upshift process, excessive blowup This is an invention that can improve shift feeling and durability by reducing the learning value to an appropriate level.
[Brief description of the drawings]
FIG. 1 is a general configuration diagram of a system for operating the present invention.
FIG. 2 is a duty pattern diagram during an upshift according to the present invention.
FIG. 3 is an operation flowchart according to the present invention.
FIG. 4 is an example of a torque reduction amount setting value.
FIG. 5 is a graph showing an example of a learning value when blow-up occurs.
FIG. 6 is a graph showing an example of a learning value when a tie-up occurs.
[Explanation of symbols]
10 Engine Control Sensor 20 Electronic Control Unit 30 Engine Control Drive 40 Transmission Control Unit 50 Shift Control Sensor 60 Shift Control Drive

Claims (3)

When a shift command for an upshift is issued during traveling of the vehicle, it is determined whether the blow-up amount is equal to or greater than a predetermined value. If the blow-up amount is equal to or greater than the predetermined value, learning control proportional to the blow-up amount is performed. When the blow-up amount is determined to be equal to or less than a predetermined value, the tie-up learning control is performed such that the tie-up is determined and the excessively corrected blow-up learning value is reduced to an appropriate level. A shift control method during an upshift of
The tie-up learning control for a vehicle automatic transmission, wherein the retention time until the time when the physical shift is performed from the time the shift control command is issued is performed to determine whether it is less than the set value Shift control method when the machine is upshifted. The normal control is performed when it is determined that the holding time up to the time when the physical shift is started at the time when the shift control command is issued is equal to or longer than a set value. Shift control method for an upshift of an automatic transmission for a vehicle. When a shift command for an upshift is issued during traveling of the vehicle, it is determined whether the blow-up amount is equal to or greater than a predetermined value. If the blow-up amount is equal to or greater than the predetermined value, the blow-up amount is proportional to the blow-up amount. with learning control that is performed, the engine torque reduction control is performed, when the blow-up amount is less than the predetermined value, it is determined that a tie-up to determine whether the tie-up, too A learning control for tie-up is performed so that the corrected blow-up learning value is reduced to an appropriate level, and if not, a normal control is performed. hand,
The tie-up is characterized by determining whether the holding time up to the point at which the physical shift is performed when the shift control command is issued is larger or smaller than a set value. Shift control method during shift.

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